Securing rails to high-speed suspension monorailways



June 10, 1930. F. KRUCKENBERG SECURING nuns TO HIGH swan SUSPENSIONmonomnwus Filed March 5, 1921 2 Sheets-Sheet 1 3mm 10, 1%., F.KWUCKEINBEWfi SECURING RAILS TO HIGH SPEED SUSPENSION MONORAILWAYS 2Sheets S'neei;

Filed March 5, 1922? a m r f I l I h H I I l side of the plane ofsymmetry.

Patented June 10, 1930 rrsn s'rss PATEN OFFICE FRANZ KBUGKENBERG, FHELDELBERG, GERMANY Application filed "March 5, 1927, Serial No.173,195, and in Germany March 6, 1926.

In high speed suspension mono-railways, operating at speeds of 300 to400 km/hour, the rail securing means hitherto used for ordinarysuspended railways are not usable.

g; It is here necessary to use the open part of the profile to theutmost, to set the rails as exactly as possible in direction andposition, to secure completely the running surface against the slightestchanges, as well as to ensure a sufficient fissure to the whole runningsystem corresponding to the greater needs of operation. With usualconstructions such as supporting carriers or simple side gusset platesfor connecting the lateral carrier arms, the desired results cannot beobtained. Supporting carriers make the construction difficult in view oftheir large space requirements, and also in view of the car runninggear'height, further owing to the difficulty of allowing a counter wheelrunning below the rail a sulficient angle of swing, and in particularowing to the particularly unsuitable conditions of fieXure. A one-sid edjointing of the rail does not provide sufiicient security. For with thehigh dynamic loads caused by the high speeds, it is only possible toprevent lateral bending of the rails from the side connections andtherewith disturbance and finally destruction of the running 9 surface,by the use of large quantities of material.

lhese difficulties are overcome by the present invention, in that itunites, with the smallest space requirements, lowest height and simplestconstructional possibilities, a high degree of security of the railtrack with the most advantageous possibilities of flexure of the wholerunning system for operation.

'The essence of the invention lies in that the load transmission fromthe rail to the supporting structure, eral carrier holding the rail, iseffected by the rail being supported vertically in the plane of the axisof symmetry of the rail cross section. This may be effected by providinga support for the rail which is directly in said planeof symmetry or asupport which engages the rail at points or planes on each In this wayfor example to a lat no bending moment can be exerted on the connectingbolts. For example, with the rail section shown in Figure 1 of theaccompanying drawings, the pressure on the rail head a of the wheels ofthe car running thereon is taken by a single support in the plane of theaXis of symmetry 7) or by two similar supports in parallel planesc, 0,one on each side. In this way the most suitable stress conditions areobtained in the securing means of the rail.

In the accompanying drawings which, by way of example, show severalmethods of securing the rails of high speed suspension mono-railways,

Fig. 1 is an end view of one form of rail,

Figs. 2 and 3 are fragmentary vertical sections through different formsof rail supports,

Fig. 4 is a fragmentary perspective View of a modified form of support,

Fig. 5 is a fragmentary vertical section through another modification,

Figs. 6 and 7 are fragmentary vertical sections on lines OO and RR,respectively, of Fig. 8, and

Fig. 8 is a fragmentary plan view of the support shown in Figs. 6 and 7.

Figures 2 to 5 show embodiments in which the rail is supported in theplane of symmetry of the rail head and foot section, while in Figures 6,7 and 8 an embodiment of the inyention is shown in cross section, sideview and plan, in which the support of the rail is effected in theplanes 0, c of Figure l on each side of the plane of symmetry.

In the arrangement shown in Figure 2 the rail web d is deviated sideways(similarly to a key-bit) to such an extent that the web is displaced outof the plane of symmetry. To support the rail in the plane of symmetry abar it engages with wedge faces 6 in the offset portion of the rail web,from the side, so that the surfaces below the rail head bear on theinclined surface 6 on each side of the plane of symmetry. Bolts f and acounter plate 9, which press the rail firmly against the bar it, serveto secure the whole. In this way the total pressure acting from above onthe as. head is taken by the upper bar sur- 1 rail support in the havingto the rail tion 12 on the mounting bar 0 fits from the,

side into a conical hole 2' formed in the web Z, provided withstrengtheners/c, 7c of the rail, and thus receives'the load due to thepres sure. The rail is secured on the cone n by a nut m with a washerbeneath. The cone n can naturally be replaced by a Wedge.

The mounting bar 0 is adjustable and fixably secured on the lateralcarrier arm of head If.

the supporting framework for the rail track.

In the embodiment ac'cordingto Figure 4 the support is effected by thetrough shaped finger or prongs of the bar engaging in suitable slots inthe rail web beneath the rail head, the lower surface of the rail headresting on the upper surface of the finger or prongs. The hollowedfinger or prongs s of the connecting bar 1" pass through correspondingopenings 7) in'the rail web 9, beneath the rail The correspondinglyformed lower surface of the rail head t rests on the prongs.

The lower sides of the prongs are so formed that they can be elasticallypressed against the head t and foot w of the rail on each side byclamping plates u and through bolts '0.

Should the bolts in this arrangement become ineffective, the rail isprevented from falling ofi by its being borne on the trough shaped uppersurfaces of the prongs s.

The embodiment shown'in Figure 5 has the lateral arm for supporting therail in the plane of symmetry of the rail section, in the form of a highsided strong metal plate 00, which engages in a corresponding hole; inthe rail web, and is welded thereto. The height and cross section of theplate so are such that it can transmit the loads occur ring. In order tocompensate for the weakening of the'rail section due to the hole, plates1, 3 can be provided on each side, which are secured to the rail inknown manner. V V V The support of the rail in the plane a, 6'

shown in Figures 6, 7-.and 8, has a T form outersupport A which has thestem part B passedthrough an opening in therail web vD, and 'which incombination with two L the rail.

form innersupports E, E takes the load on The supports, on account ofthe dynamic loading, are advantageously elastically stressed against therail. The bolts F press the bearing faces of the supports which aresloped off against the correspond, ingly formed rail profile. signingthe resisting moments of the shanks plane 6.

ing members,

By suitably de-' ofthe supports it is easy to distribute the loadproduced by the weight on the rail among the parts B, E and E in anydesiredproportion. Security against disengage ment of the rail in thecase of loose or broken bolts is provided in a high degree by the T formsupport A. The ends B, G and G of i the supports standing away from therail are elastically stressed against the rail holder H. For thispurpose the bearing surfaces thereof are sloped so that when drawntogether by the bolts J the supports press against the inclined innersurfaces of the flanges of the rail holder. I

The support ends B, G and G of the supports standing at right angles tothe rail are preferably used for horizontal adjustment of the rai Forthis purpose the ends G, G are provided with large elongated holes K, inwhich fit the lateral wings L of adjusting plates M. The adjustingplates have holes N formed in the wings, in which holes the securingbolts J accurately fit. The holes are naturally located at differentpoints in different sets of plates, so that a suitable set is availablefor each rail adjust ment. In this way the supports can be secured bythe bolts correctly adjusted in any particular case.

of the rail with its support is in planes 0, 0'

(Fig. 1), these planes are spaced equidistant from and on each side ofplane 6 and therefore the resultant support is actually in What I claimis 1. A securing arrangement for the rails of high speed suspensionmono-railways with upper and lower rail running faces and of the typeincluding rail supporting members and means for securing the rails tosaid supportcharaoterized in that the wheel loads are transmitteddirectly from the rail to the rail supporting members-in the plane ofsymmetry of the rail head and foot cross section.

2. A securing arrangement according to claim 1 characterized by the factthat the direct contact between the rail and the supporting membersoccurs in two planes parallel with and equally spaced from the plane ofsymmetry of the rail cross section.

3. A securing arrangement according to claim 1, characterized in thatthe supporting members of the rail comprise wedge shaped members whichare pressed between and into engagement with the head and the base ofthe rail to provide a support in the plane of symmetry of the railsection, and said members beingelastically stressed against therail.

the rail web and is adjustably mounted on,

and fixable to, the lateral carrier arm of the supporting framework.

5. A securing arrangement according to claim 1, characterized in thatthe securing members consist of a T form outer support of which the tailpasses through the rail Web, and two L form inner supports, which areelastically stressed against the rail.

6. A securing arrangement as set forth in claim 1, in combination withfixed supports upon which said supporting members are adjustably mountedto permit adjustment of the position of the rail.

7 A securing arrangement as set forth in claim 1, in combination withfixed supports upon which said supporting members are adjustab-lymounted to permit adjustment of the position of the rail, thecooperating surfaces of said members and said fixed supports permittingthe said members to be elastically stressed against said supports whensecured thereto in the desired position of adjustment.

In testimony whereof I have signed my name to this specification.

FRANZ KRUCKENBERG.

